COMMERCIAL AIRCRAFT OF THE WORLD
are the use of the JT8D-200 series, the remanufac-
tured JT8D-400 and the R-R Tay 670 at around
75.6kN of thrust. _
The UAS Engineering division of United Aviation
Services has a hushkit system for P&WJT3D-3Bs
fitted to MDC DC-8-50751s, which it claims will
offer Stage 111 noise-limit compliance for the
aircraft.
The company says that noise reduction is
achieved with a passive system for absorbing the
excess engine noise produced primarily by the fan
section.
Constructed of aluminium and stainless steel,
the only visible difference to the modified engine
is the extended nose-cone, which is strengthened
to be suffer, incorporating redundant load paths
to the mounting flange.
UAS Engineering, United Aviation Services,
130 EAB Plaza, West Tower, 7th Floor,
Uniondale, NY 11556-0130, USA. Tel: +1
(516) 542 6900; fax: +1 (516) 542 0734;
Telex: 428688 UASNYK.
Douglas DC-8-62/63s are catered for by Burbank
Aeronautical Corp II (BAC II), which gained the
FAA supplemental type certificate for its ADC
Upgrade Kit on 15 August, 1991. The BAC II kit,
priced at $1.5 million, includes engine nacelle
components allowing aircraft fitted with the
Aeronautical Development Stage 2 hushkit (ADC
Stage 2), to meet Stage III noise regulations. A
BAC II Stage 3 hushkit is also certificated for
previously unmodified DC-8-62/63 aircraft en
gines and available at S2.1 million.
Burbank Aeronautical Corporation II, 3000
North Clybourn Avenue, Hangar 34, Bur
bank, California 91505, USA. Tel: +1 (818)
843 8056; fax: +1 (818) 843 4510.
INTERNATIONAL
Deutsche Aerospace
Postfach 4403 20, D-8000 Munchen 44, Ger
many. Tel: +49 (89) 3 81 99-0; fax: +49 (89) 381
99-8 90; Telex: 5 28 576.
Aerospatiale
37 Boulevard de Montmerency, 75781 Paris
Cedex 16, France. Tel: +33 (1) 42 24 24 24; fax:
DAA 122
+33 (1) 45 24 54 14/+33 (1) 42 24 26 19; Telex:
AISPA 620059F.
Alenia,
Via Petroline, 2, Rome, Italy. Tel: +39 (6)
87781; fax: +39 (6) 872215; Telex: 611395.
Aerospatiale, Alenia and Deutsche Aerospace
together propose a family ol regional aircraft,
including two jet transports, the Deutsche Aero-
space-Alenia-Aerospatiale DAA 92 to carry 87 to
94 passengers and the DAA 122 for 117 to 127
passengers. Both versions would have a range of
2,775km with an extended-range option.
Powered by new engines in the 67-89kN class
from Allison, BMW R-R, CFM International or
P&W/MTU all of which are working on such
projects, the aircraft would have improved oper
ating costs and passenger comfort, while being
designed for ease of handling and maintenance by
operators, leading to attractive fajres on shorter
routes. »••
Airbus A320 technology will be used, including
digital systems. Fly-by-wire technology allows the
vise of sidestick controllers in the cockpit.
Intended to replace existing 100-seat types
which fail to meet airport noise regulations and
are likely to be phased out, the new types would
be built by a joint programme company based in
Germany.
The company would be owned 50% by
Deutsche Aerospace and 25% each by Aero
spatiale and Alenia. A joint marketing, sales and
product-support organisation would be set up in
France.
DAA 92
tf
-^--^SjsswcKrv
i
The consortium expects to take one-third of
the 2,000-aircraft market it believes to exist for
this class of regional airliner. Launch of the
programme in April 1992 would lead to a maiden
flight scheduled for the first quarter of 1995,
followed by customer deliveries early in 1996.
Range
Weights:
Max T/O
Ops empty
Max payload
Field lengths
Wing area
Take-off thrust
Speeds:
DAA 92
3,000km
42,300kg
25,800kg
10,200kg
1,340m
96m2
69.0kN
Economic cruise M0.77
High speed cruise
*SL. ISA, MTOW
"18,5001b
M0.81
DAA 122
3,000km
49,700kg
28,950kg
14,700kg
1,500m*
82.3kN"
Supersonic Transport
Deutsche Airbus
Postfach 95 01 09, 2103 Hamburg 95, Germany.
Tel: +49 (40) 74 37 23 36; fax: +49 (40) 7 42
63 66.
Deutsche Airbus is studying a Concorde succes
sor, the Future Advanced Supersonic Transport
(FAST) with Aerospatiale, Boeing, BAe and MDC.
In 1991, Alenia Aeronautica and the Society ol
Japanese Aerospace Companies joined the group.
FAST is intended to transport 250 passengers
11,000km at Mach 2.2, with 222 passengers in
business class.
A two-crew cockpit may include artificial
vision. Variable-cycle engines with advanced
combustion-chamber technology to reduce emis
sion levels and new noise-absorption techniques
would be used.
Aerodynamic developments will include su
personic laminar flow control and a variable-
camber wing.
Deutsche Airbus also leads a joint cryogen-fuel
project, involving several other German compa
nies, with Soviet manufacturers Tupolev, Kuznet-
sov and the N1AT institute. Using methane or
hydrogen fuel in place of kerosene, the project
will use a modified Airbus A310.
This follows on from Soviet research pro
gramme using a Tupolev Tu-155, which has been
flying since 1988 and has one engine able to burn
methane, hydrogen or kerosene.
The gaseous fuels are cooled to -235°C for
56 FLIGHT INTERNATIONAL 4 - 10 September, 1991